Project Report On Port Of Hamburg.pdf

Ammrita Sharma (6B), Danendra Bhatnagar (13B), Rachna Khurana (53B), Siddharth Sood (47B), Sunil Tripathi (49B) Visit to Port of Antwerp, Feb-2019

PORT OF ANTWERP-OVERVIEW AND ITS COMPARISON TO PORT OF HAMBURG

Table of Contents Port of Antwerp ...................................................................................................................................... 2 Introduction ................................................................................................................ 2 History ......................................................................................................................... 2 Layout ......................................................................................................................... 3 The Right Bank ................................................................................................................................ 3 The Left Bank .................................................................................................................................. 4 The Deurganck Dock ....................................................................................................................... 4 Freight Categories ...................................................................................................... 5 Container cargo ............................................................................................................................... 5 Liquid bulk ....................................................................................................................................... 6 Dry bulk ........................................................................................................................................... 7 Break Bulk ....................................................................................................................................... 7 Ro-ro................................................................................................................................................ 8 Nautical services ........................................................................................................ 8 Accident Investigations ................................................................................................................... 8 Operational Procedures .................................................................................................................. 9 Port and Channel Design Studies .................................................................................................. 10 Operation Statistics .................................................................................................. 11 Inland navigation ...................................................................................................... 11 Inland navigation and the environment ....................................................................................... 12 Multimodal features ..................................................................................................................... 12 Multifunctional platform .............................................................................................................. 14 European Clusters .................................................................................................... 15 Clusters.......................................................................................................................................... 15 Why do Clusters matter? .............................................................................................................. 15 Port of Antwerp: Europe’s Largest Chemical Cluster .................................................................... 15 Hinterland policy ...................................................................................................... 17 Value Added Services .............................................................................................. 18 Training Facilities ..................................................................................................... 20 Digital, innovation & information............................................................................. 20 Golden Driving Principles .............................................................................................................. 21 Advantages .................................................................................................................................... 21 Port of Hamburg, Germany................................................................................................................... 22 Location .................................................................................................................... 22 Terminal and logistical Facilities ............................................................................. 23 The centrepiece of a cluster structure .................................................................... 24 Digital networking pioneer in Supply Chain ........................................................... 24 Training Facilities ..................................................................................................... 25 A Quick comparison with Port of Antwerp ............................................................. 25 Page 1 of 26

Port of Antwerp Introduction The Port of Antwerp in Flanders, Belgium, is a port in the heart of Europe accessible to capesize ships. It is Europe’s second-largest seaport, after Rotterdam, in terms of freight volumes. Located on the right bank of the river Scheldt, about 88km south-east of the North Sea, the port is a major gateway to Europe. It is owned and operated by the Antwerp Port Authority. The port connects other major European ports as it is strategically situated in the centre of the north-west Europe. In the following sections, we would be discussing the salient, non-salient features of the Port of Antwerp. We will showcase the competitive advantages, as well as challenges PoA is facing in today’s world. Last but not the least, we would also be comparing the Port of Antwerp with the Port of Hamburg. History In the 12th century Antwerp was mentioned for the first time as a port for embarking passengers to England and Zeeland, and as a goods port for German Rhine and Moselle wine with the destination England. Antwerp became the centre of the world economy in the sixteenth century and trade grew exponentially. For reducing the waiting time for the larger ocean-going vessels could not use the floods, three streams (Brouwersvliet, Timmervliet and Middelvliet) were dug in for a northern urban area of city of Antwerp, to close off the Scheldt with locks. As a result, the water level in the streams remained stable and could be used by larger seagoing vessels. In particular, the Middelvliet. was the pride of Antwerp and could enable ships up to 200 tons to load and unload here. However, it was Napoleon Bonaparte who recognized Antwerp's potential and ordered the construction of Antwerp's first lock and dock in 1811. This dock was called the Bonaparte Dock, it was soon joined by a second dock - called the Willem Dock after the Dutch King - in 1813. After Belgium gained its independence in the year 1830, this dock was liberated from the Dutch Toll in the year 1863. Antwerp then experienced a second golden age and by 1908 eight docks had been constructed. The opening of the Royers Lock, commenced in 1905, meant that ships drawing up to 31 feet (9.4 m) of water were able to enter the existing docks and access the new Lefèbvre and America docks During the first world war in 1914, Britain took the charge of the defence of the city of Antwerp and its port. During the second world war, PoA were relatively undamaged and no major reconstruction work was required. After the defeats of Germans in the region of Walcheren, PoA were largely in control of Americans and Britain. An agreement assigned a large portion of the northern section of the port to the Americans and the southern section and the city of Antwerp to the British forces.

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During 1944-46, PoA was predominantly used by Americans for their military purposes. In the first half year of 1945, the average amount of cargo discharged was around 0.5 million tons per month. After the capitulation of Japan, shipments were directed to the United States. As from November 1945 the activities declined and by October 1946 all US Army operations ceased When peace returned work started on the Grote Doorsteek, an ambitious plan which ultimately resulted in the extension of the docklands on the right bank of the Scheldt to the Dutch border. The construction of the Berendrecht Lock was the crowning element of this plan. It was the world's largest shipping lock when inaugurated in 1989. Since 1989, development has been concentrated on the creation of fast turnround tidal berths, both on the Right Bank (Europa Terminal and the North Sea Terminal) and on the Left Bank (Deurganck Dock) Layout

The Right Bank With the opening of the Berendrecht Lock (1989), a crowning achievement in developing the right bank dock complex was obtained. With a length of 500 m between the lock gates and a width of 68 m, the Berendrecht lock was the largest lock in the world at that time. This lock has a depth of 13.50 m, which makes the sill depth at mean high water equal to 17.75 m. Apart from the Lock, still further development of the right bank has been undertaken on the banks of the Scheldt outside the dock complex. Two large container terminals have been opened here. In 1990, the Europe terminal was operative, while secondly, the North Sea terminal became operative in 1997. The older areas of the port, such as the Bonaparte dock are being modernized as needs dictate to make them suitable for modern cargo handling operations. Among this modernisation, an upgrade of the Amerika dock, the Albert dock and the third harbour dock are being done to make them accessible to Panamax ships, which have a draught of 42 feet (13 m). Page 3 of 26

Other modernisation projects being undertaken is the Delwaide dock, which will soon be able to serve the latest generation of container vessels. The Southern part of the Delwaide dock, the MSC Home Terminal is a partnership between PSA Hesse-Noord Natie and Mediterranean Shipping Company (MSC). Due to a total quay length of more than 2 km, several ships can be handled at the same time. The MSC Home Terminal has an annual capacity of more than 3.6 million twenty-foot equivalent units (TEU). The Left Bank The first plans for the development of the Waaslandhaven on Antwerp’s left bank were prepared in the boom years of the 1960s. At that time, it was hoped that agreement could be reached with the Dutch on the construction of the Baalhoek Canal, which would have run from Kallo in Belgium through the Drowned Land of Saefthinge (on Dutch territory) into the Western Scheldt. This grand concept had the advantage that it would cut off the difficult bend known as the Bocht van Bath and facilitate access to deep draught ships. Work started on the Kallo Lock in 1979, and by the end of the 1980s the basic outlines of the Waaslandhaven were by and large complete. The main constituents are the Waasland Canal, the Verrebroek Dock, and the Vrasene Dock. The abandonment of the Baalhoek Canal project meant that an additional dock, known as the Doel Dock, would never be fitted out for shipping. The development of the sites in the new docklands got off to a slow start, but took off in the 1990s. Nowadays, the trades handled in the Vrasene Dock include forest products, fruit juice, cars, plastic granulates, scrap and bulk gas. The equipping of the Verrebroek Dock started in 1996 and saw the arrival of its first seagoing ship in 2000. When finalized, this dock will offer a total of 5 km of berths with a draught of 14.5 m The Deurganck Dock Since the existing container terminals on the right bank of the Scheldt have reached their maximum capacity and the container freight volume keeps increasing (in 2007 it expanded by 8.2% to 8 million TEU) a new dock complex was constructed: the tidal Deurganck Dock, which is open to the river and which does not require vessels to pass through any lock. The first terminal in this dock was opened on July 6, 2005. The full capacity of the dock is estimated at more than 8 to 9 million TEU. The Deurganck dock has a wharf length of 5.5 km and consists of a total of 1,200,000 cubic metres of concrete With the investment of nearly 340 million euros, the Kieldrecht Lock, a new lock at the end of the Deurganckdock, giving access to the docks in the port area on the left bank opened in June 2016 and is the largest lock in the world. The lock is deeper than the Berendrecht Lock, the previous largest, in response to the trend towards ever-larger ships. On the landward side, facing the dock complex, the lock leads into the Waasland canal. From there the ships have easy access to all the other docks on the left bank: the Doel dock, the Verrebroek dock, the Vrasene dock and the North and South mooring docks. Page 4 of 26

Freight Categories Port of Antwerp practically handles all products used in our day-to-day life. And every product requires its own method of transport, or packaging. Five types of cargo can be distinguished: container cargo, liquid bulk, dry bulk, breakbulk and ro-ro. Container cargo Containers are highly preferred cargo for the transporting products like Toys, televisions, DVDs, clothing, meat and computers; containers are the best way to transport these and many similar products. Antwerp is the leading European port for shipping services to and from the Americas, Africa, the Middle East and the Indian subcontinent and is well on its way to strengthening its position on the Far East. he world's biggest container vessels can easily get to the port. Every week, Ultra Large Container Ships (ULCS) safely call at the port of Antwerp utilising full cargo capacity. At the Deurganckdock, Antwerp can be served by container vessels with a draught up to 16.0 metres* travelling up-river and 15.2 metres* down-river (* tidal window applies). PoA also is well equipped to handle perishable items like fruits, vegetables, fish, seafood etc. It has facilities like VAL services for containerised and conventional perishable cargo, State-of-theart equipment for cargo handling & storage, Highly-efficient, integrated Customs & Food inspections etc which significantly help to shorten the transit times required for such perishable items. Port of Antwerp has 5 specialised container terminals as shown in the following map. Every terminal at the port has a tri-modal access, providing fast and efficient barge, rail or road transport to and from the hinterland. Above all, the container terminals have the highest standards of security and control, 24/7/365.

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Liquid bulk Crude oil, petrol, fuel oil, vegetable oils and even wine; all liquid products are often transported on big tankers or through a pipeline to the next destination. A lot of liquid bulk passes through the Port of Antwerp every year. Antwerp is a very competitive distribution location for the liquid bulk. Over last few years, various oil traders and tank storage companies have actively invested in new tank storage capacity. 11 terminal operators offer 7.2 million m³ storage capacity for all possible liquid products on 16 multi-customer terminals: 

 

sensitive products (biggest number of stainless-steel tanks worldwide), chemicals and derivatives, oil drums, barrels Page 6 of 26



hazardous cargo. (dangerous goods)

Dry bulk Dry bulk refers to grain, coal, iron ore, cement, sugar, salt and sand. They are not packaged separately but transported in large quantities in the hold of a ship, wagon or lorry. A lot of the dry bulk arriving in Antwerp is processed into construction products. Blast furnaces use iron ore and coal to produce steel. But there are also tastier examples. A lot of yeast arrives in bulk in Antwerp, which is used to make beer or whisky. Antwerp handles an exceptionally wide range of bulk freight. The extensive and high-performance transhipment capacity linked to the specialised handling of dry bulk and the central location with excellent hinterland connections, make the port a cost-efficient alternative for the transport of dry bulk from and to Europe. Major bulk goods handled in PoA are:  

Major bulk products: coal, iron ore Minor bulk products: non-ferrous concentrates, cement, minerals, fertilisers and China clay

Break Bulk The port of Antwerp is the ultimate port for the handling of steel, project cargo, fruit, forest products and cars in Europe. Shipping breakbulk requires a product specific approach: every shipment is different. Being the breakbulk port of Europe since 1120, Antwerp has the skills and expertise needed and indeed, the flexibility to create tailormade solutions. PoA has 17 specialised Page 7 of 26

terminals in beak bulk and offers more than 200 break-bulk services per month. It operates more than 15 Million tonnes of the break bulk cargo annually. For high grade steel and project cargo, PoA has all weather terminal, barges and coasters can be loaded and discharged under cover. Every terminal has multi-modal access with an immediate connection to the European road, rail, feeder and waterway network. Ro-ro Ro-ro refers to 'roll on / roll off'. This name explains how the cargo is discharged and loaded. This concerns cargo that can be driven which is only done by especially trained drivers. Roro is used for cars, busses, trucks, agricultural vehicles and cranes. To transport as many of these vehicles in one go, enormous ro-ro vessels have been built. Some ro-ro vessels have enough room for more than 8,500 cars! In the Antwerp port area, ro-ro is chiefly on the Left bank. The Port of Antwerp does more than the shipping, loading and discharging of rolling stock. Services are offered which further optimise the handling of rolling stock and make the further transport of goods to the end customer more efficient. They include special storage options but also vehicle processing centres with predelivery inspection (PDI) activities where cars are prepared for delivery to the local market. Examples:    

installing accessories (bumpers, hooks, air-conditioning, etc.) repair washing / dewaxing / spraying second stage manufacturing

Nautical services Accident Investigations General information: Maritime accidents often occur in unforeseen conditions in which environmental, mechanical and/or human aspects play a significant role. One or more of these aspects can cause the accident and not rarely a combination of aspects are the cause Page 8 of 26

following Murphy’s Law. Accidents investigations reconstruct the accident to be able to understand the cause(s). Once understood, regulations can be applied to prevent future accidents, or the outcome can be used in legal aspects. Services & Activities: MARIN’s Nautical Centre, MSCN performs accident investigations by reconstructing the accident through desktop and/or simulations. Prior to the simulations all available data is studied and verified (desk study). Based upon this data and the manoeuvring characteristics of the vessels involved, MSCN provides an independent opinion on the cause of a maritime accident. In the nautical studies high end mathematical manoeuvring models (e.g. vessel, tug or any other floating object) are used for simulation which are well fit for complex hydrodynamic accident investigations. When required, hydrodynamic data of in house performed model tests can be implemented, increasing the accuracy of the behaviour of the vessel(s) involved. Manoeuvring capability studies General information: Manoeuvring capability studies are conducted to gain insight in the capabilities and limitations of a required design vessel. Tugs or other aids can be included in the study. Accurate modeling of the design vessel is of great importance on the outcome of the study. Besides the modeling of the design vessel, assisting tugs, the lay-out of the port and the environmental conditions (wind, wave and current) are modelled. The manoeuvres are performed by increasing environmental conditions to establish the limiting environmental conditions (so called operational envelope) for the design vessel. To establish the limiting conditions, the feasibility of the manoeuvre is analysed based on safety criteria. Services & Activities: MSCN conducts manoeuvring capability studies focused on complex realistic simulation environments. A manoeuvring capability study can comprise a desk study and simulations. In the desk study the environmental and operational issues are studied to set the determining environment and safety criteria for the manoeuvres and which manoeuvring strategy is most suitable. In the simulations, fast time simulations and/or real time simulations, the operational envelope is determined by performing several manoeuvres in the required environmental settings. The fast time simulations are cost effective, but do not include the human factor in the study. To include the human factor, real time simulations are required. Human factors can be visual factors, communications with tugs, etc. Prior to real time simulations often fast time simulations are performed to limit the amount of necessary environmental conditions, which saves time and costs. Only the doubtful conditions (autopilot versus human operation) will be performed in the real time simulations. The real time simulations is preferably performed by local pilots and/or captains to include local experience. If tugs play a crucial role in the manoeuvres, it is advised to let tug masters participate in the study. Other than the port & channel design studies, the emphasis of the manoeuvring capability study lies on the performance of the design vessel. Operational Procedures General information: Operational procedures are an important guide for operations in which safety plays a crucial role. In the operational procedures the limits of the operations are defined and in case of an emergency, how to respond. A perfect tool to validate the Page 9 of 26

operational procedures on practical value is to perform the operations on real time simulators. The operations can be conducted in extreme environmental conditions (such as ripe tides, equals, etc) and/or with emergencies. The operators can validate, fine tune and practice the procedures unlimited improving the safety of the operation. Services & Activities: MSCN provides the required simulation environment to validate, fine tune and practice the operational procedures. The operational procedures can either be submitted by the client or can be determined through accident investigations and/or a manoeuvring capability study. All required aspects to validate the operational procedures can be incorporated in the simulations, such as emergencies, extreme weather environments, complex hydrodynamic effects and even BRM (Bridge Resource Managements) aspects. Once the operational procedures are validated by experienced operators, other operators can be trained. Port and Channel Design Studies General information: The design of port and/or an approach channel encompasses several disciplines including ship handling and maritime engineering to design waterways to a desired level of navigability and safety. This requires the assessment of several key elements, including vessel size and behaviour, human factors in ship handling and effects of the physical environment. Designing the port's waterways involves designing the layout and dimensions of a port's main water area with reference to: 

the alignment and width of approach channels and port entrances,



the depth of approach channels,



the size and shape of manoeuvring spaces within the port, with reference to the stopping and swinging areas

Services & Activities: MSCN performs detailed design studies with the emphasis on complex realistic simulation environments. By using MSCN's fast time mutations and/or real time simulations MSCN can assess and validate the concept design study based on safety criteria about the key elements. In addition, the design can be assessed on risks about the complete traffic intensity. Real time simulations are necessary to include the human factor in the study. Human factors can be visual factors, communications with tugs, etc. Prior to real time simulations often fast time simulations are performed to limit the amount of necessary environmental conditions, which saves time and costs. Only the doubtful conditions (autopilot versus human operation) will be performed in the real time simulations. The real time simulations is preferably performed by local pilots and/or captains to include local experience. If tugs play a crucial role in the manoeuvres, it is advised to let tug masters participate in the study. Other than the manoeuvring capability studies, the emphasis of the port & channel design study lies on the effects of the physical environment.

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Operation Statistics Following points summarise the operation statics of PoA • •

• • • • •

The port has an experience of +200 years. (established in 1811). Last year in December 2018 Port handled 11 million TEU (Twenty feet equivalent Units of containers) i.e. 235 million tonnes of cargo. POA is catering to 500 million customers at present. POA is giving direct and indirect employment to 150,000.00 full time equivalent (FTE) employee. There are currently 900 companies established in the Port area. POA turnover was EURO 300 million last year. POA has a staff of 1609 FTE.

The details of the Port of Antwerp as of January 2019 in terms of infrastructure development are as under: • • • •

Port area: +/- 12,000 hectare = 29,653 Acre Quay Length: +/- 170 KM. Railway Tracks: +/- 1,000 KM Roads: +/- 400 KM

Inland navigation The Port of Antwerp’s deep inland location and unique combination of cargo handling, industry and logistics make it Europe’s leading integrated maritime and logistics platform. Port of Antwerp is at central position within Northern Europe. It is connected to inland terminals in Belgium, Netherlands, France, Germany and Switzerland A vast network of highways, railroads, inland waterways and pipelines guarantee smooth transport to and from all major European markets. Its regular maritime services to the foreland and customs facilities tailored to the needs makes it the most reliable and cost-efficient supply chain partner in Europe.

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The “banana” contains the main European centers of production and consumption. Sixty percent of the European purchasing power is within 500 km from Antwerp 
 Accessible by high capacity waterways • Scheldt • Scheldt-Rhine canal • Albert canal • Brussels-Sea canal • Canal Ghent Terneuzen

In 2017, an estimated 49,900 barges called at the port to transport breakbulk, dry bulk, liquid bulk and containers to and from Belgium, Northern France, the Netherlands, Germany, Switzerland and Austria. Every week, more than 220 container shuttles operate to and from 85 European destinations. Inland navigation accounts for 37% of the total maritime transport of goods between the port and destinations in the European hinterland.

Inland navigation and the environment The Antwerp Port Authority has encouraged hauliers, logistics players and other companies in the port to improve air and water quality for several years already. • Barge operators can deliver their household and hazardous waste to the three recycling parks for inland navigation in the port. • Barge operators can also use onshore power connection points for electricity. • We are also working on improved degassing infrastructure so that tankers that must degas can do this even faster and cheaply. • Clean Inland Shipping (CLINSH) aims to reduce barge emissions, with emission-reducing technology, alternative fuels and onshore power supplies. Multimodal features 1. The pipeline networks. Pipelines offer chemical and other companies a safe, reliable and above all environment-friendly means of transport for supply and distribution of Page 12 of 26

their products in Belgium and surrounding countries, not least between the port and industry complexes of Antwerp

2. Road network - A multiplicity of international road transport companies — many of which are in the immediate vicinity of the port — transport all kinds of goods including containers, breakbulk, bulk, ADR goods, tanks, temperature-sensitive goods, etc.

3. Rail Transport – With the special rail Terminal with 91 tracks in total. 15 rail operators/forwarders with extensive European networks offer comprehensive rail connections to and from the furthest reaches of Europe, Russia, Kazakhstan, China and Korea. All kinds of transport are possible, such as tanks, con- tainers, bulk and breakbulk goods. 4. Barges Transport – Antwerp port is 2nd European barge hub it has the Central position within Northern Europe Connected Page 13 of 26

to inland terminals in Belgium, Netherlands, France, Germany and Switzerland Accessible by high capacity waterways a. b. c. d. e.

Scheldt Scheldt-Rhine canal Albert canal Brussels-Sea canal Canal Ghent Terneuzen

Multifunctional platform Multifunctional platform that combines distribution and value-added logistics, industry and port operation in one performing cluster.

16 terminals

3 Vehicle processing centres

7 Steel service centres

7 of the 10

300.000 m2

6.3 million m2

Largest chemical companies

Covered allweather terminal

Covered storage space

16 million TEU

680,000 m3

2 million m3

Container capacity

Silo storage capacity

Refrigerated storage capacity

Specialising in breakbulk

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7.2 million m3 Liquid bulk storage capacity

European Clusters Clusters Clusters are groups of specialized enterprises – often SMEs – and other related supporting actors that cooperate closely together in a location. In working together SMEs can be more innovative, create more jobs and register more international trademarks and patents than they would alone. The EU Cluster Portal provides tools and information on key European initiatives, actions and events for clusters and their SMEs with the aim of creating more world-class clusters across the EU. Why do Clusters matter? Michael E. Porter (1998) defines clusters as “geographically proximate groups of interconnected companies and associated institutions in a particular field, linked by commonalities and complementarities”. Clusters are important, because they allow companies to be more productive and innovative than they could be in isolation. Clusters reduces the barriers to entry for new business creation relative to other locations. They can only play this role, because the firms and institutions in a cluster share four critical characteristics: • Proximity: they need to be sufficiently close in space to allow any positive spill-overs and the sharing of common resources to occur • Linkages: their activities need to share a common goal, for example, final market demand, for them to be able to profit from proximity and interaction • Interactions: being close and working on related issues is not enough – for positive cluster effects to occur some level of active interaction must be present • Critical mass: finally, there needs to be enough participants present for the interactions to have a meaningful impact on companies’ performance. Port of Antwerp: Europe’s Largest Chemical Cluster Gateway for Major Players - With 40 square kilometres of chemical industry housing the world's major players, the port of Antwerp may rightfully call itself the largest European Page 15 of 26

chemical cluster. Its central position with easy access to both German and French industrial hot spots and major local production of chemicals make Antwerp an attractive facilitator for chemical companies worldwide. With continuous investments, the port of Antwerp keeps improving its capacity, with proper respect for safety and the environment. Leading Chemical Companies Seven of the world's top 10 chemical companies have their plants here. Significant investments are undertaken by the likes of majors such as BASF, TOTAL, Kuwait Petroleum, LANXESS and Evonik. These companies keep their plants in Antwerp competitive and at world-class efficiency levels. Deep-Sea Traffic in the Heart of Europe Right in the centre of the continent of Europe, the port of Antwerp continues to thrive. Its location is ideal because of the many industrial sites at relatively short distances, which is of course very advantageous for transportation of chemicals. The port also has easy access for deep-sea ships. It can receive Triple E Class container ships and Class LR2 tankers. Its central position and easy access combined with a dense foreland and hinterland network make the port of Antwerp a great partner for the chemical industry. Largest Chemical Storage Capacity in Europe The Port Authority and the private sector have invested and continue to invest strongly in expanding the capacity of the oil and chemical sectors. As a result, maritime transport for tank storage companies has grown by 151% in the past 10 years. Over the same period the number of tank storage terminals has risen by 40%, to 15, while the total tank storage capacity has doubled to 6.3 million cubic meters. The port of Antwerp has Europe's largest storage capacity for the petrochemical industry, with nearly 350,000 cubic meters of stainless-steel tanks and eight multi-customer plastics terminals with a total storage capacity of more than 430,000 cubic meters. All these terminals operate to the highest standards (Safety, Security, Health, Environmental care and Quality - SSHEQ) for storage and value-added activities. Important Nodal Point of European Pipeline Network The port of Antwerp is the most important nodal point for the West European pipeline network. Pipelines offer a safe, reliable and environmentally friendly means of transport for the oil, chemical and energy sectors to supply and distribute their products in Belgium and neighbouring countries. Within the Antwerp chemical and petrochemical cluster, the manufacturing and tank storage companies are connected by more than 100 different product pipelines: Nearly 1,000 kilometres of pipelines transport about 90% of the liquid products within the port. Antwerp, the largest producer of ethylene in Europe, is connected to the ARG network that supplies all the ethylene to the chemical industry in Belgium, Germany and the Netherlands. From Antwerp there are numerous pipelines to Terneuzen, Rotterdam, Feluy and the Rhine/Ruhr area. The relatively short delivery distances within the port of Antwerp, together with the huge pipeline network, ensure fast, safe and environmentally friendly transportation. This

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correlates very well with the requirements of the chemical companies under their Responsible Care scheme. Hinterland policy Intermodal Solutions

Open Access Maritime volumes

Minimum critical mass

Intermodal Solutions Direct (ambition) & high frequent

Transparent cooperation Intraport distribution

• Instream contributes to improved and safer inland navigation traffic flows, combined container handling in the terminals and efficient distribution in port. • We want to increase of container distribution efficiency within the port. The Premium Barge Service (PBS) assures fast and efficient container transport between the various port terminals. • The port community wants to encourage the bundling of small volumes of containers by inland navigation.

Infrastructure

Hinterland transport infrastructure comprises of : Kieldrechtlock: It is the 2nd lock on the left bank which provides congestion free access. It is operational since June 2016. Total investment in its making was of 340 million euro. Bridges Albert canal: There is a work in progress for heightening the bridges and widening the canal There are in total 63 bridges which allow barges of capacity 10000 ton with 4 layers of containers to pass. Liefkenshoek Rail Tunnel: This is one of the most important pieces of PoA infrastructure which connect left bank and right bank. It is a 16.2 km long direct connection. It is also the only congestion-free route to Germany, France and the Netherlands. It is operational since December 2014. Rails infrastructure also includes 2 electrified tracks with 7.2 km long tunnels with capacity of 109 freight per train/direction/day 
 Support Services: The Port of Antwerp Connectivity Platform features a handy list of all the inland navigation and rail services for containers in Europe. Port of Antwerp Intermodal Solutions facilitates the start-up of new or more frequent services to strategic European destinations, working with the inland navigation sector and forwarders. Why a Hinterland Policy?

One of the major reasons for the policy is the central location of PoA in the European inland waterway network or any other means of navigation. It is closer to the point of departures and arrivals. It contributes a lot in cost cutting and reducing carbon foot prints.

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Hence, we can say Port of Antwerp provides cost efficient and flexible transport solutions. A point of contact for your questions and proposals on new intermodal services
or frequency increases of existing intermodal services, including via cargo bundling. A neutral facilitator aiming at realizing: • fluent intraport traffic 
 • optimal connectivity 
 with the main economic centers in Europe
 and beyond through expansion of the rail, barge and road services • an increased visibility of the trimodal transport options through the Port of Antwerp Connectivity Platform 


Value Added Services The Port of Antwerp has the most extensive offer of logistics services such as storage, packaging, testing, cleaning, cutting, weighing, sorting, processing, labelling and maturing. All types of freight are tailored to the local market needs for the customer at the port, thus avoiding unnecessary transport and operations and reducing costs. Experienced professionals provide the perfect services to ensure all goods are delivered to the end customer under the most favorable circumstances. Some 900 logistics companies in the port offer many services creating an added value that is quite unique:      

loading and unloading, storage and distribution of cargo, dealing with customs and phytosanitary procedures, fiscal representation, stock management, tailor-made services for your cargo: controlling, packaging, cutting, weighing, sorting, labeling, processing, ... of all types of cargo.

Providing customized solutions is key to these companies. Their can-do mentality is renowned worldwide, always looking for the logistic solution that best fits the customer's supply chain needs. Most of the logistics companies in Antwerp have the AEO-full certificate, enabling a more efficient cargo flow. All logistics activities are IT supported to guarantee the quality as well as the visibility of the supply chain. Biggest port in the world for tobacco The port of Antwerp is the world's biggest tobacco storage center. Apart from the added value services such as supply management, weighing, sorting, sampling, risk control and considerable sanitary checks, the service providers offer far-reaching innovative techniques such as Integrated

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Pest Management, inspection zones with adjustable light installations and professional humidity measurement installations for tobacco samples. European coffee stock Antwerp is where almost half the European stock of raw coffee is stored. The coffee is made available to roasting houses, traders and futures markets. Again, a lot of added value services are offered: bulking, bagging, re-palletizing, foil protecting, pre-blending, pre-cleaning and transport. The warehouses are certified for the futures markets in London (LIFFE Robusta) and New York (NYBOT Arabica). Ultramodern fruit handling Antwerp has the most automated fruit terminal in the world. Every year 600,000 tons of fruit is handled. The pallets are put on a network of conveyor belts which transport the fruit to the storage areas. Following quality control, the fruit is automatically taken from the storage areas and transferred to the loading zones for transport. Steel Antwerp is not only Europe's biggest steel port, it also houses different dedicated steel centers. On different production lines, hot-rolled steel rolls of the coil and is cut to size. Depending on the customer's wishes, the cut steel is packaged and labelled. This allows a very cost-efficient transport of steel products. Packaging and consolidation of project cargo The main project cargo port of Europe, companies in the Port of Antwerp provide added value through the consolidation, handling, packaging and forwarding of project cargo from all over Europe. Services such as document management, storage in the bonded warehouse, customs handling, loading and transport, and the management of turnkey projects provide integrated logistics support. Vehicle Processing Centres Car terminals in the port are equipped with Vehicle Processing Centers. On arrival, new cars are cleaned, the paraffin or copolymer layer is removed, accessories are added, the cars are inspected, and manuals provided. Small repairs are also carried out in accordance with the OEM quality standard, using spectrometry and UV technology Consolidation hub for plastic granulates Thanks to the strong presence of chemical companies, the port offers an extensive platform for the storage and distribution of granulates and powders to make PET bottles. The port area on the Left Bank has more than 1000 silos. Granulates and powders are packaged in bags on demand or delivered in bulk in tank lorries Quality malt production Antwerp houses Europe's second biggest malt factory with Boortmalt. A barley to malt process is very meticulous. Liquid and heat need to be very carefully managed. The Boortmalt business model is renowned for delivering a high-quality production, as well as being responsible for the handling, storage and quality control of the malt of other companies. Certified for health products Service providers in the port with a “good distribution practice” certificate is certified for the storage of health products. In addition to this good distribution practice for storage, they also have the

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necessary licenses to package health products. A qualitative treatment of health products in the Port of Antwerp is always guaranteed.

Training Facilities The POA is very big and need skilled labours so to fulfil this requirement POA open their own training centre for port workers by the name of CEPA started in 1980. At present there are 38 instructors in the training centre. The training centre work closely with the employers and the trade unions i.e. BTB: socialist, ACV: Christian and ACLVB: liberals The work done under CEPA are as under      

Port Labour Organisation of pool Port reforms Hiring system Wages Social advantages

The program consists of both theoretical and practical lessons on the various aspects of handling goods at the quays. Below you will find a short overview of the themes that are covered in the course. Theory        

Lifting loads Sticking material Accidents at work and safety Port vehicles and lifting equipment Hazardous products Containers Structure of the port FIRST AID

Practice Learn to deal with …    

Manually handle goods Sticking material Long iron, plates, tubes Stuffing and stripping containers

Digital, innovation & information

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NxtPort's main goal is to unlock the potential of sharing existing data amongst the port's players. The NxtPort Data Utility Platform allows faster, more cost-effective, as well as more efficient transfers of data between the different players. The platform creates more transparency in the whole shipping process. NxtPort aims to increase operational efficiency, safety and revenue. This way, the data within the port is not only shared in a better way, the combination of existing data will lead to innovative solutions as well. They create new business and fresh revenue streams for the Port Community and its individual players

Golden Driving Principles   

  

DATA ONWERHIP- The data provider always remains the data owner. DATA SHARING - The data provider decides in which context his data can be used. DATA VS APPS - We develop and manage the data platform. We do not develop applications. Developing applications is done by "the market", to stimulate innovation and efficiency. ENTRY BARRIER - The NxtPort platform has a low barrier to entry: the financial risk (or "value at stake") rests on the shoulders of the industry. SHARED BENEFITS - The data users share the financial benefits. WELCOME - Everybody is welcome, nobody is excluded (or forced in) as a data provider or data user.

Before NxtPort

After NxtPort n parties = 1

connection

Advantages

NxtPro helps to maintain the live products on the market-place Import Consignment: Re-use the cargo information digitally VGM: Method 1 : Request the weight of an export container (SOLAS method I) Port Directory: Up to date contact information by integrating your systems with the yellow pages of the port community e-Balie+ Notifications: Receive status updates for cargo reported through e-Balie/e-Desk

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Vesselstay: Look up a vessel's basic stay information within the port of Antwerp UN/Locode: Use the UN/LOCODE dataset with ease in your applications Arrival at Exit: Send the Charge Report (IE507) to Customs for export containers known in the E-balie application Next Mode of Transport: Announce the NMoT of your container to the terminal Green Lights: Check the different release steps of your container in the import process Portcall+: Precise and real-time information on the movement of vessels Export Manifest: Send an automated manifest when vessels with export cargo leave the port

Port of Hamburg, Germany Location

The Port of Hamburg is conveniently located between the North Sea and the Baltic Sea. It is easy to access from the North Sea via the Elbe River. Only about 70 sea miles separate the city from the river mouth. The Kiel Canal connects the port to Scandinavia and the whole Baltic Sea region. The Elbeseitenkanal and the Midland Canal offer excellent transport connections to the hinterland. It's Germany's largest port and is named the country's "Gateway to the World". In terms of TEU throughput, Hamburg is the third-busiest port in Europe and 15th-largest worldwide. The port covers an area of 73.99 km² (64.80 km² usable), of which 43.31 km² (34.12 km²) are land Page 22 of 26

areas. The location is naturally advantaged by a branching Elbe, creating an ideal place for a port complex with warehousing and transshipment facilities. The extensive free port was established when Hamburg joined the German Customs Union. It enabled duty-free storing of imported goods and importing of materials which were processed, re-packaged, used in manufacturing and then re-exported without incurring customs duties. The free port was abandoned in 2013.

Terminal and logistical Facilities Hamburg port has total of 32 terminal which include cruise ship Terminal. Port of Hamburg is handling below cargos.

Hamburg also has access to continental railway network as well and therefore it has hinterland connections which are environmentally friendly. The port railways and crossregional networks are utilized for effective transportation of about 30 % of total cargo volumes managed in Port of Hamburg. Almost 50% of the containers handled by the port are transported by rail over the distances greater than 150 km and 12% of German freight rail transportation begins and ends in Port of Hamburg (Hamburg Port Authority, 2012). Thus, the port is being classified as a hub as it is a delivery and central cargo distribution site. It is a hub for Eastern Europe, Baltic and Scandinavian countries and Russia as well

Benchmarking Score Data Hamburg No of Container Terminals No of Berths Total length of berth (m) No of Cranes Surface of Terminal (Million sq. m) Reefer Points Depth Labour Days

Container

Antwerp

4

5

22 6590

24 8665

81 4.3

74 5.36

5220 15 360

6835 16 360

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Daily Operation

24

24

The centrepiece of a cluster structure The Port of Hamburg is of outstanding macro-economic importance. It is the biggest and most significant German port and Europe’s second largest container port. It generates jobs for the City of Hamburg and the metropolitan region and attracts industrial and logistics companies. As a modern and efficient transport hub for central, northern and eastern Europe it ensures the smooth international exchange of goods. In addition, the Port of Hamburg efficiently combines environmentally friendly modes of transport such as ship and railway. In the medium and long term, the aim is to utilise more fully the macro-economic added-value potential the port offers The port and its surrounding area are home to a broad mix of traditional and new economic sectors comprised of large, midsized and small businesses that contribute substantially to the stability and economic development of the metropolitan region and connect it to the world’s high-growth regions. Benefitting from these positive effects are, on the one hand, sectors that are closely related to the port such as shipbuilding, transport and logistics, and on the other hand sectors like gastronomy or tourism. The maritime orientation of scientific institutions enables the speedy transfer of technologies and innovations to all clusterrelevant fields. Among these institutions are the state universities, Hamburgische Schiffsbau-Versuchsanstalt, Fraunhofer-Center für Maritime Logistik, Kühne Logistics University, Center of Maritime Technologies, Bundesanstalt für Wasserbau, Bundesamt für Seeschifffahrt und Hydrographie and the hospital for tropical diseases.

Digital networking pioneer in Supply Chain Underwater drones, autonomous trucks and paperless Customs clearance – the future is already buzzing in the Port of Hamburg. The port’s rail, road and inland waterway traffic is already digitally guided. Experience from the port is of importance for the entire city and applicable to its complex traffic system. The ‘Green4Transport’ project should be networking vehicles with traffic lights and guiding truck columns through intersections. The introduction of 5G in the port as a testbed will facilitate implementation of further visionary projects. This infrastructure offers a superb way of enabling all players in the port to head into the future together. Drones will also be an indispensable feature of the port. Hamburg Port Authority can envisage using underwater drones to monitor quay walls and Elbe sediment in future. Airborne drones could be used, for example, to inspect the load-bearing cables of the Köhlbrand Bridge. The port has now achieved a digitalization rate of 95 percent. Around 2000 companies are connected. The primary reason for the attainment of this result is trust. To network procedures and speed up processes, competing operators, service providers and customers are giving insights into their data. Page 24 of 26

Digital Hub Logistics Hamburg aims to provide further momentum for ‘Port 4.0’ or ‘Hafen 4.0’. This is the first port of call for the digital business transformation of the logistics industry on land, water and in the air.

Training Facilities HPTI Hamburg Port Training Institute GmbH is a specialized organization with the explicit business purpose of conceptualizing, designing, managing, and executing tailor-made training courses, seminars and study tours for participants from all over the world and consulting in manpower development and human resources matters. Founded in 1981, HPTI is part of the Hamburg port community and draws on the experience of one of the most efficient and advanced ports worldwide. The company has specialist staff of different qualifications with know-how and experience in the provision of training and manpower development consultancy services in transportrelated projects worldwide. HPTI is divided into four areas of competence – individual yet integrated    

Port & Shipping, Logistics & Transport Environment & Safety/Security Education and Training Systems

Services offered by HPTI      

Development and realization of training interventions for corporate clients Made-to-measure competency building and skill improvement training courses Conceptualization and execution of courses on demand Execution of training needs assessments and manpower audits Execution of Environmental Studies Assistance in the establishment of training functions and facilities

A Quick comparison with Port of Antwerp Port Of Antwerp

Port Of Hamburg

Location

A river port in Flanders, Belgium, is a port in the heart of Europe accessible to capesize ships.

a sea port on the river Elbe in Hamburg, Germany, 110 kilometres from its mouth on the North Sea.

Ranking

European Ranking #2 World Ranking #14

European Ranking #3 World Ranking #18

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Land Area

12,068 hectares Biggest port in the world

4331 hectares

Terminals

49 16 Terminals for Liquid bulk 5 Deepsea terminals for containers 15 terminals for break bulk 13 terminals for dry bulk

44 4 Container terminals 6 General cargo terminals 31 Bulk cargo terminals 3 Cruise terminals

214.16 Million Tons 15 Million TEU

135.1 Million Tons 8.7 Million TEU

Total Cargo Container Capacity

Deep sea nautical Ships with Draft of 16 meters accessibility can come to port.

Number of Employees at port Authority Maximum Vessel size Harbour type Water Depth

1584 employees

Ships with Draft of 15.10 meters can come to port, depending on the tides. In normal tide condition ships with draft of 12.80 meters can come anytime 1900 employees

Over 500 feet in length River tide gate 1. Channel - 36-40 Feet 11-12.2 meter 2. Cargo Pier- 36-40 feet 11-12.2 meter 3.mean tide – 4 feet 4. Oil Terminal – 41-45 feet 12.5-13.7 meter

Over 500 feet in length River Basin 1. Channel - 31-35 Feet 9.4-10 meter 2. Cargo Pier- 16-20 feet 4.9-6.1 meter 3.mean tide – 7 feet 4. Oil Terminal – 41-45 feet 12.5-13.7 meter

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